Intermodal transport platform

ABSTRACT

A collapsible intermodal transport platform and methods for its operation are disclosed. The invention comprises first braces that rotate about a mounting point on the frame that supports a cargo loading surface. The first braces are positioned along the platform so as to provide lifting and stacking fitments at the standard overhead crane lifting points when in a lift configuration. The first braces may be rotated inboard down to the loading surface, thereby presenting stacking blocks at the crane lifting points for stacking several platforms together. Second braces attach to the first braces to assist in load distribution. The second braces may assist in translating the platform from one position to another by rotating along a wheel. Other features and aspects disclosed lend to the invention&#39;s low weight and high carrying capacity, as well as its unique load securing features.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a continuation of U.S. patent application Ser. No.13/035,897 filed Feb. 25, 2011, which, in turn, claims priority to U.S.Provisional Patent App. No. 61/387,905 filed on Sep. 29, 2010, U.S.Provisional Patent App. No. 61/433,198 filed on Jan. 14, 2011, and U.S.Patent App. No. 61/440,803 filed on Feb. 8, 2011. Each of theseapplications are incorporated herein by reference in their entirety.

TECHNICAL FIELD

The present invention relates to equipment for transporting cargo, andmethods for operating such equipment. More specifically, the inventionis directed at equipment for transporting cargo using multiple modes,such as railroad, truck or ship, in a single trip without requiring thecargo to be moved from one transport device to another.

BACKGROUND OF THE INVENTION

Bulk cargo may be transported over long distances using various modes,such as ship, truck or railcar. Typically, the cargo is transported inrectangular, box-like containers that may be permanently connected to awheeled chassis (such as in the case of a truck trailer or railcar), ormay be independent containers that can be temporarily fixed to andtransported on a railcar or truck chassis. The independent containers,referred to as intermodal containers, allow for a single load to betransported by multiple modes, e.g., truck and rail, without moving thecargo from one container to another. These containers are also used totransport cargo by ship, where several containers are often stacked onatop the other.

Over time, standards have developed to help ensure that intermodalcontainers are compatible with the various modes of shipment. Forinstance, the length and width of intermodal containers must comportwith the railcar or trailer chassis on which they will be hauled,attachment points must be properly positioned for mating, and thecontainer height must allow for passage under overpasses or throughtunnels while in transit. In addition, it is desirable that intermodalcontainers be of standard exterior dimensions so as to conserve spaceand provide load stability when positioning and stacking the containerson ship decks or in storage yards. The standard intermodal container isshaped like a rectangular box having a length of forty feet (˜12meters), a width of eight feet, and providing structural lift and stackpoints at each of its eight corners. These points, referred to herein asthe Forty Foot Points, correspond to a standard position used byoverhead cranes throughout the shipping industry to move cargocontainers. Though intermodal containers may be longer than forty feet(some European containers are now 45 feet (˜14 meters) long, while manyNorth American containers are 53 feet (˜16 meters) long), the longercontainers still provide structural fitments for lifting and stacking atthe Forty Foot Points.

Intermodal standardization has lead to efficiencies in the logisticsindustry. For example, certain high-speed rail lines are dedicated totransporting dual-stacked intermodal containers because of the amount ofcargo they can contain in a stacked configuration. While it may takecargo in a rail boxcar two weeks to travel from Chicago to the WestCoast of the United States, the same cargo loaded on intermodal cars maybe there in a two days.

However, the inevitable need to relocate empty intermodal containers isnot efficient, because the containers take up as much space empty asthey do full. Even when empty, each container usually requires its owntrailer chassis for highway transport, because just two standardcontainers stacked together would be too high for truck transport. Atmost, rail well cars can only move two standard intermodal containers atonce, regardless of whether they are full or empty. Thus, it costsnearly as much to haul an empty container as a full one, but without therevenue from the transport of cargo to offset the cost. Even ifcontainer relocation is unnecessary, the empty containers still presenta disadvantage in that they take up just as much space when stored in ayard as do full containers. In addition, conventional intermodalcontainers must be loaded and unloaded one pallet at a time by aforklift that enters and exits through one end of the container. Notonly is this a slow process that presents spatial constraints to theforklift operator, it does not allow for the loading of lengthymaterials such as pre-formed steel beams, lumber, or other materials notsuitable for palletizing.

Flatbed trailers and railcars solve some of these problems because aflatbed can be efficiently loaded from any direction, and canaccommodate loading of items as lengthy as the flatbed itself. Flatbedscan also be efficiently stacked when not in use. However, flatbeds arenot used for intermodal transport because they cannot be stacked whenloaded, and do not provide the requisite structural fitments at theForty Foot Points for lifting by an overhead crane. Rather, traditionalflatbeds are permanently affixed to a trailer or railcar chassis,requiring that cargo transported by flatbed be moved from one flatbed toanother in order to continue transport via another mode.

A solution to this problem is to enhance the traditional flatbed designby providing it with structural members at the appropriate liftpositions, but allowing those members to collapse or be removed when theflatbed is to be stored or relocated. Though such designs have beenattempted, they have not been adopted due to issues with safety,durability and functionality. The collapsible designs that have emergedhave been manually operated by removing and hammering in pins, haveinvolved manual installation of structural members, and/or have allowedgravity to slam heavy components together. Though springs andcounterweights have been used to assist with manual manipulation, thehigh level of operator involvement lends to safety hazards and is verytime consuming. Moreover, the necessity of structural fitments at theForty Foot Points conflicts with the desire to enable side and/or toploading of large materials. Thus, there is a desire to move thestructural members out of the way to allow for full-length, full-widthloading, but then back into place prior to transport. This is preferablydone without enabling components to extend laterally beyond the sideenvelope of the flatbed, as this could cause a safety hazard in transitshould a component come unpinned. Prior art collapsible intermodaldesigns have been functionally limited to forty-five feet of usable decklength and eight feet of usable deck width. Though the fitments must beeight feet apart in width, there is a desire for the deck width toexceed this, such as up to 102″.

Finally, prior art attempts at intermodal flatbeds have been limited inthe amount of load they can support during lifting operations. Byremoving the side walls and top of a traditional intermodal container,the tensile load during lifting is fully concentrated at the pointsalong the flatbed where the structural members connect. This pointloading can lead to deformation of the flatbed if it is not sufficientlystrong. Though the flatbed can be made stronger by adding more steel,this adds weight to the empty load. A heavier empty weight results inless cargo carrying capacity because government weight restrictions ontotal weight will be reached with less cargo. Despite these issues andchallenges experienced in connection with prior art attempts to providea collapsible intermodal solution, there remains a long felt need for asuitable intermodal transport platform for the logistics industry.

SUMMARY OF THE INVENTION

The present invention provides a fully intermodal collapsible transportplatform that overcomes the limitations and shortcomings in the priorart. Two beams having an arcuate upper flange or edge run the length ofthe platform and provide support for a deck bed which forms the loadingsurface. The beams are connected by a series of crossmembers runningbeneath the deck bed, and also by two rotating axle members. The axlemembers are connected to support members which rotate about the axles.During empty transport, or for storage, the support members are rotateddown to the deck bed surface, referred to herein as the stowed position.During loaded transport, overhead lift operations, or stacking/storageof loaded containers, the support members are rotated up so as to placefitments at the Forty Foot Points, referred to herein as the lift orhaul position. During loading operations, the supporting members may berocked outboard so as to provide nearly full-length clearance, referredto herein as the extended load position.

The arcuate beams are adapted to provide superior load properties tominimize deflection and prevent plastic deformation. The beams allow thetransport platform to accommodate heavier loads while minimizing overallweight and lending to the relatively flat profile of the transportplatform when fully collapsed. Through the use of stacking blockspositioned above the collapsed support members at the Forty Foot Points,the transport platforms may be stacked together or with standardintermodal containers, whether full or empty. The platform is preferably53 feet in length, and provides fitments at each lower corner forjoining to a standard trailer chassis. It also provides fitments at theForty Foot Points along its base for positioning over the standard hardpoints of a railroad well car.

In a first illustrated embodiment, the supporting members, or supportposts, are manipulated by hydraulic rams which may be electricallypowered from a remote source. Longitudinal braces are provided foradditional support post rigidity when in the lift or haul position. Thesupport posts are connected to end walls at either end of the deck bedvia a slave rod assembly, which spaces the end walls and allows them toraise and lower with the support posts. As the axle rotates, the supportposts, the end walls, and the longitudinal braces are lowered down intoa stowed position against the surface of the deck bed. Removable lockpins are used to secure the lateral braces to the deck beams in eitherthe lift or stowed positions.

In a second illustrated embodiment, the supporting members, or outboardbraces, extend from axles at each end of the platform that pass betweenthe deck beams. The upper flange of each deck beam is removed and thewebbing is fixed directly to an extension off of a unitary, welded metaldeck bed. Each axle is driven directly by a motor, that may bepositioned under and suspended from the deck bed. The lateral braces arereplaced by inboard braces having proximal ends which join to theoutboard braces at the Forty Foot Points when in the lift or haulposition, forming an A-frame structure. Fixed-travel locking pins areused to secure distal ends of the inboard braces in the lift or haulposition, or the outboard braces in the stowed position, from fixedpoints along the deck beams. The deck bed provides an extended-widthtrack over which the lower end of the inboard braces travels duringrotation of the axles. Removable end walls may be used and positionedalong the deck bed for additional load securement.

Accordingly, the amount of human involvement in the mechanical operationof the collapsible intermodal transport platform is considerablyminimized from anything found in the prior art. Controlled actuationunder hydraulic or electric power prohibits collapsible members fromimpacting with one another as the platform is moved from one position toanother, thus limiting the risk of operator injury or damage to thecomponents. The motors may be powered by a truck battery or forkliftbattery, as will typically be present during intermodal loading orunloading operations. In addition, the invention provides superiorloading capabilities in a lightweight and efficient design. The resultis a transport platform that is safer, quicker to operate, and has ahigher haul capacity than those in the prior art.

While certain features and embodiments are referenced above, these andother features and embodiments of the present invention will be, or willbecome, apparent to one having ordinary skill in the art uponexamination of the following figures and detailed description. It isintended that all such additional embodiments and features includedwithin this description, be within the scope of the present invention,and be protected by the accompanying claims.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention can be better understood with reference to thefollowing drawings. The components in the drawings are not necessarilyto scale, emphasis instead being placed upon clearly illustrating theprinciples of the present invention. In the drawings, like referencenumerals designate corresponding parts throughout the several views.

FIG. 1 is a side view of a conventional 40-foot intermodal containerloaded on a standard 53-foot truck chassis.

FIG. 2 is a perspective view of a 40-foot flatbed with collapsible endwalls.

FIG. 3 is a perspective view of an intermodal collapsible transportplatform in the lift or haul position according to certain embodiments.

FIG. 4 is a side view of a first end of the intermodal collapsibletransport platform of FIG. 3 in the lift or haul position.

FIG. 5 is a perspective view of the first end of the transport platformof FIG. 3 in the lift or haul position, with a portion of the deck cutaway to reveal certain components.

FIG. 6 is a side view of the intermodal collapsible transport platformof FIG. 3 in the lift or haul position highlighting certain aspects ofthe invention.

FIG. 7 is a side view of the intermodal collapsible transport platformof FIG. 3 in the stowed position.

FIG. 8 is a perspective view of the first end of the transport platformof FIG. 3 in the stowed position, highlighting certain other aspects ofthe invention.

FIG. 9 is a side view of multiple intermodal collapsible transportplatforms, all in the stowed position and stacked for transport,according to certain embodiments.

FIG. 10 is an exploded view of the longitudinal brace pin connection ofthe intermodal collapsible transport platform, according to certainembodiments.

FIG. 11 is a side view of the intermodal collapsible transport platformof FIG. 3 in the extended load position, according to certainembodiments.

FIG. 12 is a perspective view of the first end of the transport platformof FIG. 3 in the extended load position, highlighting certain otheraspects of the invention.

FIG. 13 is a flowchart showing certain steps taken to shift acollapsible intermodal transport platform such as that shown in FIG. 3from a lift or haul to a stowed position.

FIG. 14 is a flowchart showing certain steps taken to secure an extendedload for transport using a collapsible intermodal transport platformsuch as that shown in FIG. 3.

FIG. 15 is a perspective view of a standard unloaded over-the-roadtrailer chassis.

FIG. 16 is a perspective view of a standard well car used to transportintermodal containers by rail.

FIG. 17 is a perspective view of a collapsible intermodal transportplatform in a particular configuration according to a certainembodiment.

FIG. 18 is a perspective view of a corner of the transport platform ofFIG. 17 showing the braces in the lift or haul position.

FIG. 19 is a perspective view of the same corner as that shown in FIG.18, but with the braces in the stowed position.

FIGS. 19A and 19B are isolation views of a stacking block in the serviceposition with and without the male fitments installed.

FIG. 20 is a perspective view of the same corner as that shown in FIG.18, but with the braces in the extended load position.

FIG. 21 is a close-up perspective view of the same corner as that shownin FIG. 18, but with the deck bed removed to reveal underlyingcomponents.

FIG. 21A is the same view as that of FIG. 21, but with alternatecomponents in place, and showing the platform in the stowedconfiguration.

FIGS. 22 and 22A are perspective views at a particular area of thetransport platform shown in FIG. 17 with certain components removed todisplay the locking pin configuration in the unlocked and lockedpositions, respectively.

FIG. 23 is a close-up perspective view of a motor assembly of thetransport platform shown in FIG. 17, with certain components removed toreveal other underlying components.

FIG. 24 is a bottom view of the transport platform shown in FIG. 17,with the deck bed removed to highlight certain components.

FIG. 25 is perspective view of the center section of the transportplatform shown in FIG. 17, with the deck bed removed to highlightcertain components.

FIG. 26 is an isolation view of the underside of a deck bed, such asthat in FIG. 17, from a particular angle where the arc of the deck bedis apparent.

FIG. 26A is an end view of the deck bed of FIG. 26 showing the deckbeams attached.

FIG. 27 is an overlay depicting the alignment of stacking and loadingpoints on a transporting device in relation to a standard unloadedover-the-road trailer chassis and a standard railroad well car.

DETAILED DESCRIPTION

The description that follows describes, illustrates and exemplifies oneor more particular embodiments of the present invention in accordancewith its principles. This description is not provided to limit theinvention to the embodiments described herein, but rather to explain andteach the principles of the invention in such a way to enable one ofordinary skill in the art to understand these principles and, with thatunderstanding, be able to apply them to practice not only theembodiments described herein, but also other embodiments that may cometo mind in accordance with these principles. The scope of the presentinvention is intended to cover all such embodiments that may fall withinthe scope of the appended claims, either literally or under the doctrineof equivalents.

It should be noted that in the description and drawings, like orsubstantially similar elements may be labeled with the same referencenumerals. However, sometimes these elements may be labeled withdiffering numbers, such as, for example, in cases where such labelingfacilitates a more clear description. Additionally, the drawings setforth herein are not necessarily drawn to scale, and in some instancesproportions may have been exaggerated to more clearly depict certainfeatures. Such labeling and drawing practices do not necessarilyimplicate an underlying substantive purpose. As stated above, thepresent specification is intended to be taken as a whole and interpretedin accordance with the principles of the present invention as taughtherein and understood to one of ordinary skill in the art.

It will be understood throughout this application that the term“longitudinal centerline” will mean an imaginary line marking the midwaypoint through the length of an object. For example, if a rectangle (or arectangular loading surface) has a length of 40 feet and a width of 10feet, its longitudinal centerline would be an imaginary line passingthrough the center of the rectangle, 20 feet from either end. For moreclarity, the longitudinal centerline of the transport platform 200 hasbeen superimposed over the transport platform in FIG. 24, showing abottom view of an exemplary transport platform, and over the transportplatform in FIG. 27, showing a front side view of an exemplary transportplatform. Distances measured from these longitudinal centerlines would,thus, be perpendicular from them to the left or right.

FIG. 1 shows a standard intermodal container 3 loaded onto a trailerchassis 2. Note that the trailer chassis 2 is longer than the standardintermodal container 3, with the typical trailer lengths beingfifty-three feet in North America and forty-eight feet in Europe.However, the intermodal container 3 is only forty feet in length so asto position lift points 4 at the Forty Foot Points for lifting andstacking. Intermodal container 3 is also limited in that it must beend-loaded, and it takes up considerable space even when empty.

The platform 20 of FIG. 2 solves some of these problems in that it maybe top loaded or side loaded, and has collapsing end walls 22 that maybe folded down onto the deck bed 24. The platform 20 has opposing deckbeams 26, which are I-beams, each having two flat flanges connected by avertical web. The deck beams 26 are connected by crossmembers (notshown) over which the decking of deck bed 24 is positioned. At the sidesof each end wall 22 is a support post 23 that positions a fitment 28 atthe Forty Foot Points to allow for lifting. However, as will be furtherunderstood after a description of the present invention's deck beams,this platform 20 could not support a heavy load while being lifted asdeformation of the deck beams 26 would result. Moreover, though the endwalls 22 rotate about their connection points to the deck beams 26 andcollapse to the deck bed 24, converting the platform 20 in this manneris a rough, dangerous job requiring human operators to physically dropthe end walls into place and lift them back into haul position. Finally,transport platform 20 presents a major limitation in that it cannottransport loads exceeding forty feet in length.

FIGS. 15 and 16 show existing chassis structures which help todemonstrate the intermodal nature and utility of the present invention.FIG. 15 displays a standard 53-foot trailer chassis 40. This type oftrailer chassis may be used to support a flatbed up to 53 feet inlength. Corner fitments 42 are positioned to accept and secure such aflatbed, which has female receptacles at these positions designed toreceive the fitments. They may also be used to haul intermodalcontainers of varying lengths, depending on the placement of interiorfitments 45. Each intermodal container also has female receptacles atits four corners—two for fitting over the rear corner fitments 42 andtwo for fitting over two of the interior fitments 45. The weight of theflatbed or intermodal container may also be supported by the chassisrails 44 that run the length of the trailer chassis. Though the widthmay vary, these rails 44 are approximately thirty-nine inches apart on astandard trailer chassis.

FIG. 16 displays a standard railroad well car 60, which is sixty-fivefeet in length. The well car features a well 61 which is used to house astandard intermodal container such as container 3 of FIG. 1. Though thelength of the well may vary, typically it is long enough to accommodateup to at least a 53-foot long container. At the bottom of the well 61are primary crossmembers 62 and auxiliary crossmember 64. The primarycrossmembers 62 are positioned so as to correspond with the Forty FootPoints. The bottom of the well 61 may provide a solid floor or may beopen to the tracks below, but standard well cars 61 will always providesupport members such as primary crossmembers 62 at the Forty Foot Pointsto align with corresponding fitments on intermodal containers.Accordingly, a flatbed or intermodal container having fitments orsupport structure at its base located twenty feet from its longitudinalcenterline (for rail) and twenty-six and a half feet from itslongitudinal centerline (for trailers) can be transported on a standardchassis in either mode of transport.

FIG. 3 provides a perspective view of the collapsible intermodaltransport platform 100 of the present invention in an erect, or liftposition. As will be further explained below, the transport platform 100has three primary positions: lift, stowed, and extended load. The liftposition may also be referred to herein as the haul position, becausethis is the primary configuration used both to haul cargo and to liftloaded platforms, such as from one chassis to another. Thus, it will beunderstood that the terms “lift position” and “haul position” areinterchangeable. Though dimensions are not shown, corner fitments 106are located approximately twenty-six and a half feet from thelongitudinal centerline of the transport platform 100 and are used forroad transport, while stacking block receivers 119 (also fitments) arelocated approximately twenty feet from the same longitudinal centerlineand used for railroad transport. The transport platform 100 has a deckbed 162 which stretches across two deck beams 164 running along eitherside of the transport platform 100. Note that the deck beams 164 differfrom the prior art deck beams 26 of FIG. 2 in several ways. For example,the deck beams 164 of the present invention are not flat, but ratherprovide a slightly convex upper deck bed surface. The deck beams 164 areconnected to one another by a series of metal crossmembers 163 thatextend underneath the deck bed 164. The deck bed 164 is usuallycomprised of wood planks, but sheet metal or other durable material maybe substituted as well.

At each end of the transport platform 100 is an end wall 170. Each endwall 170 stretches from one deck beam 164 to the other, resting on topof the outermost crossmember 163, as shown. The outermost crossmember163 contains cutaways allowing access to storage receptacles 174 forstoring components or material inside the transport platform 100. Theend walls 170 may be solid walls, as shown on the distal end of thetransport platform 100 in FIG. 3, or may comprise swinging cargo doors172, as shown on the proximate end of the transport platform 100. Insome embodiments, both end walls will include cargo doors, while inother embodiments, neither end wall will have them. In still otherembodiments, one or both end walls, whether in fixed or door form, maycomprise a steel mesh pattern so as to allow the passage of air throughthe end wall when in transit, but still prevent cargo from slipping offthe front or end of the transport platform 100. Mesh end walls serve toreduce drag on the transport vehicle and also reduce the torque load onthe end wall securements.

Also at each end of the transport platform 100 are two support posts110, each positioned approximately twenty feet from the longitudinalcenterline of the transport platform 100. The support posts 110 arestructural in nature, and are designed to provide lift points for thetransport platform 100 at the Forty Foot Points, designated in FIG. 3with the letter “A”. The support posts are ideally made out of highstrength steel, such as QT100. Each support post 110 is connected to itscounterpart on the other side of the deck bed 162 by a connector beam120 to provide lateral support. For longitudinal support along the deckbed 162, each support post 110 is further connected to a longitudinalbrace 130. Each longitudinal brace 130 is attached to a support post 110at a first end and a deck beam 164 at a second end. Four slave rodassemblies 140 are also provided, each of which connect one of the endwalls 170 to one of the support posts 110. The slave rod assemblies 140help hold the end wall 170 in vertical alignment with the support posts110 when the transport platform 100 is in the haul position. Finally,each support post 110 is attached to one of four hydraulic rams 150,which, as will be seen, are used to convert the transport platform 100from the haul position to the stowed position or the extended loadposition. The other side of each hydraulic ram 150 is attached to thedeck beam 164 further toward the longitudinal centerline of thetransport platform 100 than the point along the deck beam 164 where thesupport post 110 is connected.

FIG. 4 presents a side view of one end of the transport platform 100,still shown in the haul position. Each of the components shown in thisview have counterparts at the other three corners of the transportplatform 100. The support post 110 features a lifting fitment 112 at itsupper end (point A on FIG. 3), which is positioned for use by overheadcranes. At its lower end, the support post 110 has a hole that ispressed over, and supported by, a rotating axle 190. As will be moreclear in other views, the rotating axle 190 extends through the deckbeam 164 shown, underneath the deck bed 162, through the opposing deckbeam 164, and, finally, through the opposing support post 110.Accordingly, the rotating axle 190 provides an additional connectionbetween the support posts 110 on either side of the deck bed 162. Insome embodiments, the axle 190 may be disposed within an axle housing192 that is welded or otherwise joined to the inside surface of the twoopposed deck beams 164. Together, the axle 190, the connector beam 120,and the two support posts 110 form a structural ribbing that models theperimeter of a conventional intermodal container. The ribbing canwithstand the same lifting and stacking loads as the conventionalcontainer walls, but, as will be seen, can be folded nearly flat to thedeck bed 162.

Though the axle 190 freely rotates with the support posts 110, it is notdriven in the embodiment illustrated in FIG. 4. Rather, the hydraulicrams 150 provide the driving power to rotate the support posts 110 inthis embodiment. The hydraulic ram 150 is comprised of a ram housing152, with a ram extension 151 protruding therefrom and pinned to anupper ram bracket 154 that protrudes from the support post 110. Feedinginto the base of ram housing 152 are two hydraulic lines 155. One ofthese lines is a hydraulic input line for supplying hydraulic fluid tothe ram housing 152 to extend the ram extension 151, while the other isa hydraulic output line for receiving hydraulic fluid from the ramhousing 152 to retract the ram extension 151. As the ram extension 151retracts, the support post 110 rotates inward about the axle 190 and islowered down toward the deck bed 162. As the ram extension 151 extends,the support post 110 rotates outward about the axle 190, extending thesupport post 110 toward the end wall 170.

The upper end of the longitudinal brace 130 is pinned to the upper bracebracket 131 that protrudes from the support post 110, while the lowerend of the longitudinal brace is pinned to the haul position bracebracket 136 mounted on the deck beam 164. As will be seen, thelongitudinal brace lock pin 132 must be removed from the haul positionbrace brackets 136 prior to rotation of the support post 110. This isdone in the illustrated embodiment by rotating the pin handles 134approximately ninety degrees and pulling the pin outward from the deckbeam 164. When not in use (i.e., during actuation of the support posts110), the lock pin 132 may be placed in the pin storage hole 139 of thehaul position brace brackets 136 to ensure the lock pin is not damagedor misplaced.

One end of the slave rod assembly 140 is pinned to a slave bracket 114extending from the back side of the support post 110, and the other endof the slave rod assembly 140 is pinned to the end wall 170. Each slaverod assembly 140 is comprised of a first member 141 and a second member142 pinned together at an elbow joint 144 approximately at the center ofthe slave rod assembly 140. The elbow joint 144 allows the slave rodassembly to flex during certain operations, as will be furtherdiscussed. Each slave rod assembly 140 also comprises a sleeve 143 thatlocks in place over the elbow joint 143 to prevent the slave rodassembly 140 from flexing when the transport platform 100 is in the haulposition, the stowed position, or anywhere in between.

In the haul position as shown, the exterior border 171 of each end wall170 comes to rest on corner fitments 106 positioned at each corner ofthe transport platform 100. An end wall safety pin 176 is insertedthrough the exterior border 171 to help ensure that the end wall 170will remain in position. The safety pin 176 passes through the exteriorborder 171, through the deck beam 164, and locks into position behindthe exterior crossmember 163. Also apparent in this view is a stackingblock post 118, which is connected to the lower end of the support post110. As will be seen, this post 118 is used to support a stacking block116 (not shown) when the transport platform 100 is in the stowedposition. Finally, there are a number of wenches 102 fixed to staggeredlocations along the deck beam 164.

FIG. 5 shows a perspective view of the same corner of the transportplatform 100 as FIG. 4. A portion of the deck bed 162 and deck beam 164have been cut away to reveal certain underlying components. As shown,hydraulic lines 155 feed into hydraulic containment unit or “HCU” 156.Each HCU 156 includes a hydraulic reservoir and a pump/motor combinationused to drive the hydraulic fluid. The HCUs 156 also include a valvesystem for controlling the direction of flow. Such hydraulic units areknown in the art, and can be selected based on load requirements. Inthis case, the pressure in the hydraulic lines reaches approximately2000 PSI during operation. Accordingly, a suitable HCU 156 would be theMonarch™ Manual 4-Way Valve hydraulic power unit, available through P&JCommercial Products.

In the illustrated embodiment, each of the four support posts 110 aredriven by a separate HCU 156. However, in some embodiments, a single HCU156 may be used at each end of the transport platform 100, such that thetransport platform 100 has only two HCUs 156, each to drive a separateset of support posts 110. Alternatively, the hydraulic reservoirs of thetwo HCUs 156 on each end of the illustrated embodiment could be linkedthrough a backflow line (not shown) such that each HCU 156 willeffectively be harnessed to raise or lower both support posts. Use ofsuch a backflow line will help to prevent a potential twisting momentthat might otherwise be introduced as the support posts are raised andlowered should one HCU 156 produce more pressure than its counterpart onthe other side of the transport platform 100.

Each HCU 156 is electrically powered, preferably by DC current, throughan electrical wiring harness 157 which connects the HCUs 156 to a singleelectrical control unit 158. The wiring harness 157 (not shown) ispackaged underneath the deck bed 162. The end of the wiring harness 157where it connects to the control unit 158 may be extended out from underthe deck bed 162 through an access panel 169 provided in the deck beam164. This extendability allows the operator to control actuation of thesupport posts 110 from a distance removed from the transport platform100, and also makes it easier for coupling to a power source, asexplained below. The access panel 169 preferably has a support ledgearound its inner perimeter that seats against the cutaway portion of thedeck beam 164 when in the closed position so that a weak spot is notcreated in the deck beam 164 as a result of the cutaway. When stored,the control unit 158 and excess length of the wiring harness 157 aresecured in a compartment formed on the inside of the deck beam toprevent damage during transit. While the control unit 158 is shown in aspecific corner of the illustrated transport platform 100, it will beapparent that the control unit 158 could be provided at, or retainedwithin, any point along the perimeter of the platform, according to thepresent invention. Alternatively, some embodiments do not provide acutaway, and require that access to the control unit 158 be obtained byreaching under the deck beam 164. In still other embodiments, thecontrol unit 158 is stored in receptacle 174 (see FIG. 3.)

The control unit 158 has both up and down controls for controlling theHCUs 156 to rotate the support posts 110 about the axles 190. The “up”control converts the transport platform 100 from the stowed to the haulposition or from the haul position to the extended load position. The“down” control converts the transport platform 100 from the extendedload position to the haul position, or from the haul position to thestowed position. Since, in the illustrated embodiment, one control unit158 powers the HCUs 156 on both ends of the transport platform 100, thesupport posts on one end may raise or lower more quickly than those onthe other end. Alternatively, the control unit 158 may have independentcontrols for operating either end of the transport platform 100, suchthat an operator could manipulate just one set of support posts 110while not affecting the other set.

In order to power the hydraulic system, the control unit 158 must becoupled to an external power source. The control unit 158 provides afemale receptacle 159, into which is placed a male lead from a powersource. In the preferred method of operation, the power source is acommon truck or fork lift battery with a connecting harness (not shown)having a male end for connection to the female receptacle 159. In thismanner, access to a stationary power source is not required. At nearlyany point where actuation of the support posts 110 is required, such asduring loading, unloading or positioning of the intermodal transportplatform 100, a suitable battery source will be available. Even if atruck or forklift cannot access the control unit 158 in a particularscenario, a generator could be used with the proper power converter tostep the voltage up or down as required. Forklift batteries, and sometruck batteries, may run at 12 volts, 24 volts, 36 volts, 48 volts oreven 72 volts. In the preferred embodiment, the control unit 158 willcomprise an internal power converter and a toggle switch to adjust forthese various voltage possibilities.

By removing portions of the deck bed 162, FIG. 5 also reveals the axlehousing 192 that houses the axle 190. The axle housing 192 is welded orotherwise fixed to the insides of the opposing deck beams 164, thusserving as an additional crossmember. The axle 190 is shown in hiddenlines, running the length of the axle housing 192. Also shown is an endwall hinge assembly 178. Each end wall hinge assembly 178 connects tothe end wall exterior border 171 to provide spacing from the end wallpivot point 179 during lowering of the end walls 170 into the stowedposition. In this manner, the lower edge of each end wall 170 isprevented from grinding against the deck bed 162 during lowering. Theend wall hinge assembly 178 causes the end wall 170 to lift up and offof the deck bed 162 and corner fitments 106 as the support posts 110 arerotated down toward the deck bed 162.

FIG. 5 also illustrates additional features of the deck beams 164. Eachdeck beam 164 comprises an upper flange 166, a lower flange 168 and aconnecting web 167. The lower flange 168 extends out further than theupper flange 166 to provide a mounting surface for the lower ends of thehydraulic rams 150, the lower ends of the longitudinal braces 130, andthe end wall hinges 178. In this manner, these components can mount tobrackets fixed to the lower flange 168, but still have clearance formovement past the upper flange 166. In addition, the lower flange 168provides a ledge upon which the lower end of the longitudinal braces 130may travel during rotation of the support posts 110. This prevents thelongitudinal braces 130 from simply hanging limp once the lock pins 132are removed. It also results in a significant improvement over prior artcollapsible flatbed designs, which allowed vertical members to violentlyfall into their collapsed position. By contrast, the raising andlowering of the support posts 110 in the illustrated embodiment is asmooth and fluid process in all respects. As shown, a guide track 133 isprovided along the lower flange 168 to guide the end of the longitudinalbrace 130 as it travels at a controlled rate along the transportplatform 100 during support post actuation.

FIG. 6 illustrates once again that the deck beams 164 are not flat.Though the lower flange 168 is flat, the connecting web 167 is wider inthe center than it is on the ends. For example, in the illustratedembodiment, though not necessarily shown to scale, the connecting web167 is approximately thirteen inches tall at the longitudinal centerlineof the deck beam (point B), and gradually trims down to only about nineinches in height at the ends of the deck beam (points C). The upperflange 166 follows this convex upper contour of the connecting web 167.In manufacturing the deck beams 164, the connecting web 167 is firstwelded to the lower flange 166. Then, the upper flange 168, which isinitially flat, is pressed over the top edge of the connecting web 167and welded into place.

The shape and construction of the deck beams 164 is by design, andserves multiple purposes. First, this design allows weight to beeliminated without sacrificing performance or safety. Modes of transportare usually governed by weight restrictions or limitations. For example,many U.S. states limit fully-loaded tractor-trailer combinations to80,000 lbs. Obviously the less of this weight limit consumed by theempty tractor-trailer, the more weight can be devoted to hauling cargo.Accordingly, it is a persistent goal to reduce the weight of containerdesigns while still providing sufficient material strength to preventplastic deformation or other failure modes. Conventional flatbeds mayaccommodate heavier loads by using thicker gauge steel. However, addingsteel also adds more weight, which has the negative effect of leavingless weight available for the cargo. Alternatively, a high-strength,tempered steel may be used that can withstand greater loads at a thinnergauge, but this steel is much more costly. The collapsible intermodaltransport platform of the present invention uses such high-strengthsteel in some embodiments, but preferably only for certain components,such as the deck beams 164 and the support posts 110. More importantly,the deck beams 164 are designed such that more high strength steel isplaced at the center of the transport platform 100 where the loads aretypically the highest. By reducing the height of the connecting web 167as it extends toward the ends of the transport platform 100, the presentinvention reduces the quantity of high strength steel used—reducing bothcost and weight—while still allowing maximum loading withoutdeformation.

Though the connecting web 167 places more high strength steel at thecenter of the deck beams 164, that is not the only factor that providesthe deck beams 164 their strength. By pre-stressing the upper flange 166and fixing it in a convex position over the connecting web 167, theupper flange 166 is biased in the upward direction. For a load to causethe deck beam 164 to deflect downward, it must overcome this pre-stress,which is reinforced by over fifty feet of welding between the upperflange 166 and the connecting web 167. This concept is similar to anautomobile windshield. The windshield is given a convex shaped withedges fixed to the frame of the vehicle, in part, to provide pre-stressagainst on-coming objects. The force required to shatter an automobilewindshield from the inside is, consequently, much less than the forcerequired to shatter it from the outside. With its pre-stressed upperflange 166 and strategic positioning of high strength steel, thetransport platform 100, which weighs just over 12,000 lbs. empty, canwithstand loads of well over 100,000 lbs. without experiencing anyplastic deformation. Meanwhile, the flexion of the deck beams 164 at thecenter point B during lifting of a transport platform 100 bearing a morecommon load of 40,000 lbs. is less than 1.5 inches.

An additional benefit to the profile of the deck beams 164, as shown inFIG. 6, is that they lend to the collapsibility and stackability of thetransport platform 100. Prior art collapsible designs, such as that ofFIG. 2, typically fold down to leave the vertical components of theflatbed exposed above the profile of the deck bed. The result is thatthose components are left to support the weight of other flatbeds orcontainers stacked on top. The vertical components are not usuallydesigned to support weight when collapsed, and the weight piled on themduring stacking is point loaded, or unevenly distributed, as a result ofthe uneven flatbed upper profile. This may result in damage to thevertical components. Moreover, the taller overall profile limits thenumber of flatbeds that can be stacked together for transit.Alternatively, as shown in FIG. 7, the convex nature of the deck beams164 provides additional space for the support posts 110 and the endwalls 170 to settle onto the deck bed 162, so as to cause minimaldisruption to the upper profile of the transport platform 100 and todecrease the overall height of the transport platform 100 in the stowedposition.

FIG. 7 shows the transport platform 100 of FIG. 6 after it has beenlowered into the stowed position. Arrows are provided to show thedirection of movement from FIG. 6 to FIG. 7. While the upper ends of thesupport posts 110 rotate toward the center of the transport platform100, the lower ends of the longitudinal braces 130, after being unpinnedfrom the haul position brace brackets 136, travel inward along the lowerflange 168 of the deck beam 164 until they reach the stowed positionbrace brackets 137. Once there, the longitudinal brace lock pin 132 maybe replaced to secure the lower end of the longitudinal brace 130 to thestowed position brace bracket 137. As shown in FIG. 7, the support posts110 are substantially flat in the stowed position, with the connectorbeam 120 resting just above the deck bed 162. The slave rod assembly 140is still straight, but has rotated at its pin points to the support post110 and the end wall 170 so as to remain substantially horizontal. Indoing so, the slave rod assembly 140 has pulled the end wall 170 downwith the lowering of the support posts 110, such that the end wall 170is also substantially flat and resting on or just above the deck bed162. The upper ends of the longitudinal braces 130 are still pinned tothe same points on the support posts 110, but their lower ends havemoved inward such that the longitudinal braces are also substantiallyhorizontal. Also shown in FIG. 7, stacking blocks 116 have beeninstalled on to stacking block posts 118. Notably, in thisconfiguration, the stacking blocks 116 form the highest point along thetop profile of the transport platform 100. Accordingly, when anothertransport platform 100 or other intermodal container is seated on top ofthe one shown, none of the collapsed structure will receive any load.

FIG. 8 provides a perspective view of one end of the transport platform100 in the stowed position. The stacking blocks 116 have been removedfrom the storage receptacles 174 at the ends of the transport platform100, where they are stored when not in use. Each stacking block 116 hasbeen positioned over a stacking block post 116 and pinned in place witha stacking block retaining pin 117. When installed, the stacking blocks116 rest over the ends of axle 190, and provide an inwardly-extendingflat surface 113 on which another flatbed or conventional intermodalcontainer may be stacked. Recall that the support posts 110 arepositioned such that their upper ends provide lifting fitments 112 atthe Forty Fact Points “A” when in the haul position (see FIG. 3). Bypositioning the stacking blocks 116 over the axle ends 190 and extendingthe flat surfaces 113 inward, these surfaces 113 are also at the FortyFoot Points when the support posts 110 are in the stowed position. Inthis manner, the stacking blocks 116 are positioned such that emptystowed transport platforms 100 may be lifted by overhead crane, or maysupport fully-loaded or empty conventional containers.

A drawback to this configuration is that the stacking blocks 116 preventraising and lowering of the support posts 110 when installed. This isbecause, as is evident from FIG. 8, the flat surface 113 would interferewith the travel of the end wall exterior border 171. It is for thisreason that, in the illustrated embodiment, the stacking blocks 116 mustbe installed once the transport platform 100 is in the stowed position,and removed prior to converting the transport platform 100 back to thehaul position. In alternative embodiments, the stacking block post 118provides a swivel connection to the stacking block 116 such that thestacking block may be rotated ninety degrees, extending the flat surface113 toward the longitudinal centerline of the transport platform 100. Inthis manner, the flat surface 113 can be cleared of the path of the endwall 170 such that the stacking blocks 116 need not be removed duringraising or lowering of the support posts 110. Rather, the stackingblocks 116 would be permanently connected to the lower end of thesupport posts 110, and would be rotated into stacking positionautomatically as the support posts 110 are lowered. The operator wouldthen only need to manually rotate the flat surfaces 113 so as toposition them at points “A” for lifting or stacking.

Below the end of axle 190 is positioned a stacking block receiver 119.The stacking block receivers 119 are for receiving the stacking blocks116 of another transport platform 100 when the platforms are stackedtogether (see FIG. 9), and for centering load weight on the primarycrossmembers 62 of a railroad well car (see FIG. 16). By retaining theflat surfaces 113 of each stacking block 116 inside a housing, thestacking block receivers 119 prevent one transport platform from slidingoff of another when stacked. The depth of the receivers 119 may beselected so as to minimize the overall height of the transport platforms100 when in the stowed and stacked position. The greater the depth ofthe stacking block receivers 119, the lower the height of a stack ofplatforms will be, but the receivers 119 must not be so deep as to allowcomponents of the platforms to come into contact, such as the connectorbeam 120 of one platform and the lower flange 168 of the one above it.Receivers 119 are dimensioned to receive a standard ISO intermodalcontainer fitment, such as fitments 4 in the container of FIG. 1. Inthis manner, empty platforms 100 in the stowed position may be stored ortransported on top of a standard intermodal container.

FIG. 9 shows four transport platforms 100 in the stowed position thathave been stacked one atop the other. The transport platforms 100 can bemoved by crane from the lift points “A”, or by forklift using theforklift slots 165 provided in each connecting web 167. The profile ofthe transport platforms 100 in the stowed position is such that at leastfour platforms may be relocated on a standard railcar or trailer chassiswithout interfering with any standard height restrictions. For purposesof static storage in a yard, the platforms may be stacked much higherstill.

FIG. 10 shows an exploded view of a longitudinal brace lock pin 132pulled from the haul position brace bracket 136. Other than theadditional pin storage holes 139 provided in the haul position bracebrackets 136, they are identical to the stowed position brace brackets137 mounted further toward the longitudinal centerline of the transportplatform 100. As indicated, the lock pin 132 comprises a cylinder withpin handles 134 attached to a first end to aid in the pin's rotation. Atthe opposing end, the lock pin 132 has a neck 123 beyond which is anextension featuring opposing flats 124 and lobes 125. This allows forthe lock pin 132 to be inserted through a substantially rectangular holein a securing tab 128 connected to the deck beam 164 to the depth of theneck 123, and then rotated so as to lock the pin 132 in place. The lobes125 and flats 124 narrow as they come together at the end of the lockpin 132 to provide a chamfer to ease pin insertion. Finally, a retentionpin 135 is provided to prevent the lock pin 132 from rotating free onceinserted and locked into place.

FIG. 11 provides a side view of a transport platform 100 in the extendedload position. As previously discussed, one limitation of conventionalintermodal containers is that they cannot be easily loaded, andgenerally are only forty feet in length. Longer flatbeds are much easierto load, and can take longer loads, but do not provide the capability ofbeing lifted or stacked when loaded. The present invention can be easilyloaded from the side or top, yet still provides lift and stack points atthe Forty Foot Points. However, in the haul position, the connectorbeams 120 prevent loading of material that is forty feet in length orlonger. To solve this problem, the transport platform 100 allows for anextended load position where the structural rib comprised of theconnector beams 120 and the support posts 110 is rotated outboard aboutthe axle 190 toward the end walls 170. Through this manner, loads up toat least forty-nine feet in length may be loaded on to the surface ofthe deck bed 162.

FIG. 12 shows a perspective view of a corner of the transport platform100 in the extended load position. As shown, the support posts 110 havebeen rotated about the axle 190 almost until they have contacted the endwall 170. The design of the end wall 170 in the illustrated embodimentdoes not allow it to rotate past the vertical point. For example, theend wall exterior border 171 cannot rotate into the corner fitments 106.Though such end wall outward rotation is permissible in otherembodiments, it is generally not desired due to external spatialconstraints. For instance, if the transport platform 100 is positionedon a railcar chassis with another railcar to the front and back of it,as would normally be the case, outward rotation of the end wall 170would interfere with the adjoining railcar. Instead, the slave rodassembly 140 is adapted to allow for outward rotation of the supportposts 110 without movement of the end walls 170.

The normal role of the slave rod assemblies 140 is to slave the endwalls 170 to the support posts 110, such that the end walls 170 collapseand rise as the support posts 110 are moved from the haul to the stowedposition and back again. However, when moving to the extended loadposition, this is not desirable. Accordingly, the slave rod assemblies140 are provided with an elbow joint 144 which joins the first member141 and second member 142 of the slave rod assemblies. The elbow joint144 is normally concealed and locked in place by a sleeve 143. In orderfor the elbow joint 144 to flex, the sleeve 143 must be moved out of theway. Once the sleeve 143 is pulled back out of its locked position,extension of the hydraulic ram 150 will cause the elbow joint 143 toflex such that the slave rod assembly 140 will no longer establish a setdistance between its connection points to the support post 110 and endwall 170. The end wall 170, however, will remain in its verticalposition with the support of the corner fitments 106 and the end wallsafety pins 176.

Also apparent from FIG. 12 is that the longitudinal brace lock pin 132has been removed from the lower end of the longitudinal brace 132,allowing the brace 132 to travel with the support post 110 as it extendsoutward. As shown, the longitudinal brace 132 is allowed to rest againstthe upper ram bracket 154 fixed to the support post 110. Because theextended load position is a short term position during which thelongitudinal brace 130 and the support post 110 are not under load, thisdoes not pose a concern. Once again, the longitudinal brace 130 will notslam into position against the upper ram bracket 154, but rather itslower end will travel progressively outward along the lower flange 168in track 133 until the brace 130 comes into contact with the bracket 154at which point the end of the brace 130 will be lifted off the flange168 as axle rotation continues. Once the extended load is dropped downonto the deck bed 162, the control unit 158 is reversed so as to returnthe support posts 110 to the haul position. The lock pin 132 is thenreinserted into the haul position brace bracket 136, and the sleeve 143is slid back into position over the elbow joint 144 of the slave rodassembly 140.

FIGS. 13 and 14 are flowcharts that provide an illustration of thetypical steps taken by an operator in raising and lowering the supportposts 110. Specifically, FIG. 13 shows the steps one might take toconvert the transport platform 100 from the haul position to the stowedposition. First, at step 1305, a power source must be positioned nearthe storage position of the control unit 158. As discussed, the controlunit 158 may be stored at any point along the perimeter of the transportplatform 100. Once in place, the control unit 158 is removed andconnected to the power source (step 1310). The lock pins 132 for eachlongitudinal brace 130 must then be rotated and removed from the haulposition brace brackets 136. The lock pins 132 may be stored in the pinstorage hole 139 provided. In addition, the end wall safety pins 176must be removed from above each of the four corner fitments 106 to allowthe end walls 170 to rotate with the support posts 110. At step 1325,certain safety checks are recommended to ensure the cargo doors do notcome loose, etc. The operator then uses the control unit 158 to rotatethe support posts to their full down position (step 1330) and insertsthe lock pins 132 into the stowed position brace brackets 137. Theoperator then must install the four stacking blocks 116 (assuming thetransport platform 100 will be stacked with other platforms orcontainers). In the illustrated embodiment, these are retrieved fromstorage receptacles 174 and pinned to the stacking block posts 118 (step1340). Retaining pins are inserted to ensure the stacking blocks 116remain secure. Then, the operator may disconnect and replace the controlunit 158.

FIG. 14 shows the typical steps involved with converting the transportplatform 100 to an extended load position from a haul position. Onceagain, the power source must be located and connected to the controlunit 156. A safety check to ensure the end wall safety pins 176 are inplace at each corner and secure is recommended. This is because, at step1420, the slave rod sleeves 143 will be removed from covering the slaverod elbow joints 144, disconnecting the member that otherwise positionsthe end wall 170 relative to the support posts 110. Once again, thelongitudinal brace pins must be removed so as to allow outward rotationof the structural ribbing, namely, the support posts 110, thelongitudinal braces 130, and the axle 190. The control unit 158 is thenused to rotate the support posts 110 outboard until the hydraulic ram150 is fully extended. This should occur prior to the connector beam 120reaching the end wall 170. Once the load is set on deck bed 162, theprocess is reversed, replacing the sleeve 143 over the slave rod elbowjoint 144, replacing the lock pins 132 through the hole in the lower endof the longitudinal brace 130 and into the haul position brace bracket136, and returning the control unit 158 to its storage position.

The collapsible intermodal transport platform 200 of FIG. 17 varies inseveral respects from that of the collapsible intermodal transportplatform 100 of FIG. 3; however, the principle concepts of a structuralribbing rotating through stowed, lift or haul, and extended loadpositions remain the same. Though end walls may be used with platform200 (see FIG. 18), they are removable and not present in FIG. 17. Thesupport posts 110 have been replaced by outboard braces 210, alsoreferred to as first braces. Like the support posts 110, outboard braces210 have a first end connected to a rotating axle which runs below thedeck bed 262. However, axle 190 has been moved outboard and is no longerpositioned in line with the Forty Foot Points. Thus, to position liftingfitments 212 along the deck bed 262 at the Forty Foot Points (designatedas “A” in FIG. 17), the outboard braces 210 are rotated slightly inboardof vertical.

Each outboard brace 210 has a second end extending from the axleconnection to support a lifting fitment 212. Joining the outboard braces210 at the lifting fitments 212 are inboard braces 230, also referred toas second braces, which have replaced the shorter lateral braces 130 ofFIG. 3. In fact, in the illustrated embodiment, the inboard braces 230are actually slightly longer than the outboard braces 210. Unlike withthe lateral brace 130 which primarily provided fore and aft stabilityduring railcar jolts or acceleration/deceleration while in transit, theinboard braces 230 actually take on a substantial vertical load duringlifting and stacking operations. The braces 210 and 230 together form an“A-frame,” such that the lifting (tensile) and stacking (tension) loadson the lifting fitments 212 are distributed across both members, and todifferent points along the deck bed 262. The outboard braces 210 arelarger in circumference than the inboard braces 230 in the illustratedembodiment, which may be desirable because the outboard braces 210 areconnected to the moving axle and take greater moment loads duringactuation of the platform. In addition, jolt loads caused by railcarsbumping together or pulling away are largely absorbed by the outboardbraces 210 as the loads are transmitted along the deck beams 264 to theaxles 190. In the preferred embodiment, the braces 210 and 230 are bothhollow tubes formed of high strength steel; however, other embodimentsmay use other materials, solid rods, or different shapes depending onthe specific cargo load, weight and cost guidelines.

Connector beam 220 is much the same as, and serves the same purpose as,connector beam 120 of FIG. 3. Together, connector beam 220, the outboardbraces 210, and the axle 190 form the structural ribbing of the platformdevice 220. This structural ribbing, together with the inboard braces230, provides the strength needed for lifting and stacking that atraditional intermodal container provides, but with considerably lessweight and more utility. Platform 200 rests on the same eight points asthat of platform 100, namely, four corner fitments 206 and four stackingblock receivers 219. In the exemplary embodiment, the corner fitments206 are positioned approximately twenty-six and a half feet outboard ofthe longitudinal centerline of the transport platform to align with thecorners of a standard 53-foot chassis trailer, while the stacking blockreceivers 219 are positioned beneath the Forty Foot Points to align withthe primary crossmembers 62 of a standard railroad well car. In otherembodiments, the corner fitments may be adjustable to differentpositions to align with chassis trailers having other lengths. Both thestacking block receivers 219 and the corner fitments 206 are designed toreceive standard ISO intermodal container fitments as commonly usedwithin the logistics industry, such as corner fitments 42 of the trailerchassis shown in FIG. 15. The platform 200 rests on at least the fourcorner fitments 206 when traveling over road and at least the fourstacking block receivers 219 when traveling by rail. On a flat surface,the platform rests on all eight points, while one platform stacked uponanother (or on a standard intermodal container) rests on the fourstacking block receivers 219.

Although they differ in some respects, other components of platform 200having related parts on platform 100 include the deck beam 264, the deckbed 262, the stacking blocks 216, sliding wenches 202 and the fork liftholes. However, in platform 200, the forklift holes are filled withforklift crossmembers 286 which receive the tines of a forklift.Noticeably absent are the hydraulic rams used in association withplatform 100. As will be seen, axles 290 of platform 200 are directlydriven, and, thus, no hydraulic rams are required to be in contact withany of the braces.

Unlike the deck bed 162 of FIG. 3, which is of a traditional varietysuch as those comprised of wood planks over a series of numerous steelcrossmembers, the deck bed 262 illustrated in FIG. 17 is of a unitaryaluminum construction, such as that of the Revolution® flatbed byFontaine Trailer Company. Use of such a flatbed significantly decreasesthe weight of the transport platform 200, as well as the need fornumerous supporting crossmembers under the deck bed 162. Each steelcrossmember that can be eliminated further reduces the platform weight,thus increasing the cargo load capacity.

As shown in FIG. 17, the transport platform 200 is in a hybridconfiguration wherein the left side is in the lift position and theright side is in the stowed position. Because the structural ribbing ofeach side may be operated independently, this is not an uncharacteristicconfiguration. In the lift position shown on the left, inboard braces230 are erect, and their lower ends are pinned to brace brackets 236along the side of the deck beam 264. The outer braces 210 are alsoerect, elevating lifting fitments 212 from the deck bed 262 andpositioning them at the Forty Foot Points. The stacking blocks 216 oftransport platform 200 need not be removed during lifting, loading orhauling operations, or for converting the platform from one position toanother. Rather, the stacking blocks 216 are permanently pinned to theoutboard braces 210 by stacking block pivot joints 217 (see FIG. 19A)such that the blocks rotate between a service and non-service position.When the outboard braces 210 are in the lift position, the stackingblocks 216 are folded down out of the way and into the non-serviceposition. When the outboard braces 210 are in the stowed position, suchas on the right in FIG. 17, the stacking blocks 216 are in the uprightservice position and comprise additional lifting fitments that can beused to lift stowed platforms.

Notably, the stacking blocks 216 are hinged to the outboard braces 210at a position such that they are at the Forty Foot Points when in theservice position on outboard braces in the stowed position. Thus, theyare aligned for lifting by overhead crane or for stacking traditionalintermodal containers or other transport platforms 100 or 200 on top ofthe transport platform 200 shown. In other embodiments, the stackingblocks may slide along a track or groove formed in the support beamswithout pivoting, but still in a manner allowing them to be positionedat the Forty Foot Points in the stowed configuration, yet out of the wayin the lift configuration. More evident in FIG. 19, each stacking block216 has a male fitment 218 on its top surface, which can be used tosecure the stacking block 216 to a stacking block receiver 219, or toother intermodal receiving fitments that accommodate such male fitments.The male fitments are commonly referred to as twist locks or “IBCs”within the logistics industry.

When in the stowed position, as on the right hand side of platform 200in FIG. 17, the connector beam 220, the outboard braces 210 and theassociated lifting fitments 212 are no longer elevated from the deck bed262 and come to rest in proximity to the deck bed 262. Meanwhile, theinboard braces 230 are splayed out forward along the top surface of thedeck bed 262. As is more clear in FIG. 19, the inboard braces do not pinto the deck beams. Rather, they travel along the deck bed 262 on wheels232, and can be secured as needed with chains or other tie downs fortransit if desired. The structural ribbing is held into the stowedposition with the same brace brackets 236 that are used in the liftposition. As will be discussed in association with FIGS. 22 and 22 a,the same lock pin 240 is used in the same housing for both the stowedand lift positions. The only thing that changes is what is beingsecured, namely the lower ends of the inboard braces 230 in the liftposition, and the stowage lock brackets 211 in the stowed position. Thestowage lock brackets 211 are fixed to the outboard braces, as shown onthe left side of FIG. 17.

As is more clear in FIG. 26, the deck bed 262 still has a slightlyarcuate upper surface and a slightly concave lower surface. This profileallows the deck bed 262 to conform to the slightly convex upper edge ofthe webbing 267 of the deck beams 264. As in the case of deck beams 164of FIG. 6, the lower edge of the webbing (167/267) and the lower flange(168/268) are flat along most of their length. The unique profile of thewebbing that results, where it is taller in the center and shorter onthe ends, provides unexpected beam strength. However, as clearly shownin FIG. 18, the lower flange 268 and lower edge of the webbing 267 aretrimmed away once past the points of attachment of the outboard braces210 in the case of platform 200. This is because load requirementsquickly fall off outboard of these points, and the additional strengthis not necessary. By removing this excess steel, the platform 200 islighter and can support a greater cargo load within governed weightrestrictions. To compensate for the rise in the lower flange 268 as itextends toward the ends of the platform 200, corner fitments 206 areextended downward off of the end crossmembers 280 so as to remain in aplane with the stacking block receivers 219 beneath the Forty FootPoints.

FIG. 18 provides a closer view of one end of a collapsible intermodaltransport platform 200 in the lift configuration. Here, the A-framepattern formed by the braces 230 and 210 is clearly evident. Arrows havebeen added to show the travel of the various components of thestructural ribbing as axle 290 is rotated about its axis. As shown, theaxle 290 is long enough to extend beyond either side of the deck bed262, connecting to the outer braces 210 at points wide enough to allowthe braces to rotate without interference to the deck bed 262. Thestacking blocks 216 are in their flipped-down, non-service positions soas to protect them from loading and unloading of cargo. Dotted arrowsshow the travel of stowage lock brackets 211 as they would descend tolock in at the brace brackets 236 in the stowed position. The bracebrackets 236 are presently securing the ends of inboard braces 230.Though not fully visible, the deck bed 262 provides ramp 265 which leadsfrom the surface of the deck bed 262 down into a pocket formed by thebrace bracket 236 where the lock pin 240 secures the end of the inboardbrace 230. The end of the inboard brace comprises a wheel 232 (see FIG.19) which rolls upward along the ramp 265 as the axle 290 is rotatedinboard. The ramp 265 extends to the top surface of the rub rail 263,which runs nearly the length of the deck bed 262. To allow for movementof the outboard brace 210, there is no rub rail 263 between the axle 290and the brace bracket 236. However, it reappears toward the ends of thedeck bed 262 as shown.

The rub rail 263 not only extends the length of the deck bed 262 toprovide a shelf on which the inboard brace wheel 232 can travel, it alsoprovides grooves allowing for the selective positioning of slidingwenches 202 that can be slid along the rub rail 263. Though only onesliding wench 202 is shown for simplicity, many sliding wenches 202 maybe deployed along the rub rail 263 to secure cargo. Though other methodscould be used, the sliding wenches 202 in the illustrated embodiment areheld in place by grooves running along the underside of the rub rail.One method of providing such grooves for wench retention is set forth inU.S. Pat. No. 7,568,754.

Also featured in FIG. 18 is one embodiment of an optional end wall 270.The end wall 270 is used primarily for providing an end buffer for cargoloads when other tie down means require augmentation. Use of an end wall270 will create drag when the transport platform is in motion. Thoughthe end wall 270 is preferably made of a mesh material to allow thepassage of air, the drag will not be completely eliminated. Thus, formany loads, an end wall is not necessary and may simply be removed orstored flush against the deck bed 262. End wall 270 provides a thin,lightweight boundary that may be repositioned or removed with minimaleffort.

Chains 275 attach to eyelets 276 to help secure the end wall 170 to thedeck bed 262 when the platform 200 is in transit. Though not shown, thechains 275 may be secured to a sliding wench 202, or to other fitmentson the deck bed 262. The tie-down angle and positions of the chains willdepend on the distance of the end wall 270 from the end of the deck bed262, and the direction of travel of the platform 200. Unlike the endwall 170 of the platform 100 shown in FIG. 3, the end wall 270illustrated in FIG. 18 is not attached to any braces or beams, and doesnot necessarily rotate down to the deck bed 262 in tandem with thesupport posts or braces. Furthermore, it is not necessarily fixed to theend of the platform 200. Rather, the end wall 270 may be positioned atany distance inboard of the end of the deck bed 262 and secured directlyto the deck bed 262 at its base. The exterior dimensions of the end wall270 may be such that it can even be positioned underneath the A-frameformed by the braces 210 and 230. Two end wall fitments 271 are used tosecure the end wall 270 to the deck bed 262. Though any number of hooksor fastening means could be used to secure the base of the end wall, theconstruction and use of fitments similar to end wall fitments 271 isdisclosed in U.S. Pub. No. 2009/0028658, wherein lateral grooves in thedeck bed surface are used to retain the fitments, which can then be slidacross the deck bed from either side.

The top portion of end wall 270 sits atop a piano hinge 273, and may befolded down for securing shorter loads. This reduces the wind-resistingsurface area of the end wall, and is, thus, preferred when feasible. Itwill be understood that the piano hinge 273 could be located at variouspoints along the height of the end wall 270, thus creating a top portionand bottom portion of various sizes. In some cases, a second piano hingemay be added such that the fold-down height might be as little as onethird of the full height. In other alternatives, the end wall 270 couldcomprise a sliding track fixed to a lower portion upon which an upperportion may move up or down. This would allow the height to beinfinitely adjustable between the full height and the height of thelower portion. It may also be desirable to reduce the surface area bynarrowing the width of the end wall. Thus, while the end wall alwaysextends between the two sides of the deck bed 262, it may notnecessarily extend all the way across the deck bed in certainembodiments. In some embodiments, the end wall is laterally extendablefrom a width where it only extends partially across the deck bed 262 toa width where it extends completely across the deck bed 262.

FIG. 19 shows the same view of the transport platform as FIG. 18, butthe structural ribbing has been rotated down into the stowed positionand the stacking blocks 216 have been raised into a service position toreceive a container or another transport platform. The stowage lockbrackets 211 have been lowered into the receptacles formed by the bracebrackets 236 and pinned into place with the lock pin 240 (not shown).The inboard brace wheel 232 is clearly evident on the end of the farside inboard brace bracket 230, which is now laid down flush with thesurface of the deck bed 262 along the rub rail 263. The axle 290 ispositioned along the deck bed 262 not only such that the stowage lockbrackets 211 align with the brace brackets 236, but also so that theoutboard braces 210 do not pivot into contact with the stacking blockreceivers 219 when fully lowered. Also note that the end wall 270 hasbeen lowered down against the deck bed 262 into a non-service position.This made possible in the illustrated embodiment through the swivelaction of the end wall fitments 271, which still serve to retain the endwall 270 even when fully collapsed. In other cases, it may be desirableto completely remove the end wall 270 and store it beneath the deck bed262.

Though difficult to tell from the perspective view, the stacking blocks216 are tall enough to provide sufficient clearance over the connectorbeam 220. In the illustrated embodiment, when one transport platform 200(or a standard intermodal container) is loaded over another transportplatform, there is nearly thirteen inches of clearance between the topof the connector beam 220 on the lower transport platform 200 and thelowest overhead component of the upper transport platform 200 (or bottomsurface of the standard intermodal container). FIGS. 19A and 19B provideclose-up views of a stacking block receiver 216 in the service position.That is to say, the stacking block 216 has been rotated about stackingblock pivot joint 217 such that the spring pin 214 has extended throughthe spring pin retainer 222, holding the stacking block 216 uprightagainst the lowered outer brace 210. In FIG. 19A, the male fitment 218has been rotated about the male fitment pivot joint 215 to seat acrossthe standard ISO lifting fitment 212 of the stacking block 216 andlocked in place using the handle 213. This may be referred to as themale fitment service position. In this configuration, the stacking block216 is prepared to be inserted into a stacking block receiver 219 ofanother transport platform or have a standard intermodal container bestacked on top.

In FIG. 19B, the male fitment 218 is shown in its non-service position,removed from the standard ISO lifting fitment 212 of the stacking block216 by rotating it back along male fitment pivot joint 215. In thisposition, the stacking block 216 presents lifting fitments 212 forlifting by a standard overhead crane. Thus, a crane can be used to lifta transport platform 200 in either the stowed or the liftconfigurations. Moreover, using the male/female connections provided bystacking blocks 216 and stacking block receivers 219, a crane could liftat least four transport platforms stacked on top of each other at thesame time. Though not shown, stacked transport platforms 200 would lookmuch the same as the stacked transport platforms 100 of FIG. 9. In thiscase, the stacking blocks 216 of the lower three transport platformswould have their male fitments in the service position and locked to thestacking block receivers 219 of the transport platform directly above,while the stacking blocks 216 of the uppermost transport platform 200would have its male fitments in the non-service position, prepared toreceive the lifting implements of the overhead crane. The male fitmentsare preferably rated to fifty tons in either direction to allow robustusage.

In FIG. 20, the same view of the transport platform 200 is provided, buthere the structural ribbing has been rotated outboard to the extendedload position. In the illustrated embodiment, outboard rotation is notconstrained by an end wall, because no end wall is present. If desired,end walls could be installed at the appropriate locations along thelength of the deck bed 262 once the cargo is deposited. As axle 290rotates outboard, outboard braces 210 rotate outboard as well, pullingthe inboard braces 230 with them. As this occurs, the inboard bracewheel 232 is pulled up the back support 238 of brace bracket 236 andalong roller track 266. The roller track is provided to retain theinboard brace wheel 232 during movement to and from the extended loadposition because the rub rail 263 does not extend along this section ofthe deck bed 262. The roller track 266 may be fixed to the deck beam 264or may extend down from the deck bed 262. The roller track 266 ispositioned lower than the surface of the deck bed 262 and does notextend out as far as the rub rail 263 so as not to conflict with thetravel of the outboard brace 210 when the structural ribbing is rotatedto the stowed position.

Depending on the specific embodiment, there may or may not be a limit tothe outboard rotation of the axle 290. Though quite feasible to rotatethe outboard braces 210 such that they are completely parallel to thedeck bed 262, the benefit to further rotation begins to diminish after acertain load length capability is reached. In the illustratedembodiment, rotation may be limited by contact to the outer rub rail263, the desire not to pull inboard brace wheel 232 off of the rollertrack 266, or simply by the travel allowance of the gearing that drivesthe axle 290. However, even with these limitations, a cargo load havinga length of 52 feet can be placed on the deck bed 262 as illustrated inFIG. 20. Thus, the design changes needed to further extend the ribbingstructure, such as more travel in the axle gearing, removal of theoutside rub rail 263 and an extension on the roller track 266, are notgenerally desirable given that only an additional foot of load lengthcapacity could result before the ends of a standard trailer chassiswould be reached.

This increased load clearance of platform 200 over platform 100 ispartially enabled because of the outboard positioning of axle 290.Instead of placement directly under the Forty Foot Points, the axle 290is moved outboard, thus positioning the outboard braces 210 furtheroutboard than the support posts 110 of FIG. 3. Though this results inthe structural ribbing being at a non-perpendicular angle in the liftposition, any weakness caused is more than offset by the A-framestructure and resulting support provided by the inboard braces 230.Another advantage provided in this embodiment is that it can accommodatetaller loads out to and beyond the Forty Foot Points. As the axlerotates, the connector beams not only move inboard and outboard, theyalso move up and down. In the embodiment shown in FIG. 3, the structuralribbing is perpendicular to the deck bed 162 at the Forty Foot Pointsthe highest point it will reach. Thus, any outboard movement from thelift position will cause the connector beams 120 to lower. However,because the structural ribbing of the transport platform 200 is not yetperpendicular when in the lift position, the connector beam 220 willactually rise up higher initially as the axle 290 is rotated to theextended load position. The result is that the platform 200 providesusable cargo space up to and outboard of the lift position height of theconnector beam that platform 100 does not provide.

FIG. 21 provides a view of transport platform 200 similar to that ofFIG. 18, but the deck bed 262 has been removed in FIG. 21 to reveal aportion of the underlying frame. The frame is comprised of a series ofcrossmembers and the axle 290 in combination with the deck beams 264.Noticeably absent from the deck beams 264 is an upper flange. An upperflange is not required to fit up to the unitary deck bed 262. However,upper flanges may still be used in certain embodiments to mate to deckbed 262 to provide additional strength to the connection between theframe and the deck bed. The space between the crossmembers provides forconsiderable storage space under the deck bed 262 for miscellaneousmaterials such as tools, tie down straps, canvases, the control unit forconverting the transport platform between positions, or other material.Though not shown, a storage compartment can be bolted or otherwise fixedto the frame or underside of the deck bed that can be accessed fromunderneath the transport platform, of from access panels such as accesspanel 169 discussed in association with FIG. 5 above.

Instead of using the upper and lower flanges to fix multiplecrossmembers in place, the few crossmembers of platform 200 shown in theillustrated embodiment extend through the webbing 267 of the deck beams264. The crossmembers in this view include end crossmember 280, fortyfoot crossmember 282, and locking point crossmember 284. Axle 290, whichmay or may not be disposed within an axle housing 292, provides anadditional connection between the two deck beams 264. These threecrossmembers and the axle are mirrored on the other side of the platformframe. As shown in FIG. 21, the crossmembers are hollow steel tubes orcolumns of reasonably thin gauge. FIG. 21A shows a forty footcrossmember 282 and a locking point crossmember 284 in alternativeembodiments where they take on the T-beam structure of the deck beams264, having only a webbing and a lower flange. This crossmember designmay require thicker gauge steel, but less of it overall.

In addition, as shown in FIG. 25, there are two interior crossmembersreferred to herein as fork lift crossmembers 286. Other crossmembers maybe added in some embodiments to support heavier loads, while somecrossmembers may be removed in still other embodiments intended fortransporting lighter loads via lower capacity railcar or trailerchassis. High strength steel may be used where desired to reduce weight,and the gauges may vary among the crossmembers based on loadingparameters. For instance, the forty foot crossmembers 282 and endcrossmembers 280 may take more of a load because they position andsupport the stacking block receivers 219 and the corner fitments 206,respectively.

Also shown in the cutaway view of FIG. 21 is more of the lockingmechanism which retains the inboard brace wheels 232 in the liftposition or the stowage lock brackets 211 in the stowed position. Evenfurther detail is provided of this mechanism in FIGS. 22 and 22 a. FIG.22 shows the locking pin 240 in the retracted, or unlocked, position.Note that the pin 240 is still not fully retracted from its housing inthis position. In order to see this clearly, the deck bed 262, theroller track 266, and the locking point crossmember 284 have beenremoved. Notably, when these elements are in place, they provideadditional protection to the locking mechanism to prevent it fromgetting damaged or coming unfastened during transit. In the unlockedposition shown, the locking pin release handle 242 is pointed outwardfrom the deck beam 264. In this position, the connection assembly of thehandle 242 to the locking pin 240 pulls the pin back out of the lockingpin housing 241. The housing 241 keeps the pin 240 in alignment andprevents it from getting damaged or corroded. Though the end of the pin240 is not shown, it is pulled back in this position such that it isfree of the center hole of inboard brace wheel 232. Were the axle 290 torotate, the brace wheel 232 would begin its ascent up either ramp 265(not shown) to move into the stowed position, or back support 238 tomove into the extended load position.

To insert the locking pin 240 into the inboard brace wheel 232 (or intothe stowage lock bracket 211, as the case may be) and lock thestructural ribbing into position, the locking pin release handle 242 isrotated backward such that it is parallel with the deck beam 264. Thisposition is shown in FIG. 22 a. As the handle 242 is rotated, thelocking pin 240 extends through and is guided by lock pin housing 241and into place. A retention member 244 is affixed to the webbing 267 ofthe deck beam 264 to lock the handle 242 in place. Other locking means,such as a padlock or chain, may be used for additional security ifdesired. Thus, the locking mechanism of the illustrated embodimentprovides an important safety and durability advantage over prior artdesigns that require manual removal and replacement of pins anddifficult alignment of hard components. The pin 240 itself can bechamfered in a manner similar to that of longitudinal brace lock pin 132of FIG. 10. But here, leverage is provided through the use of handle242, and alignment is provided through the use of lock pin housing 241and the receptacle provided by brace bracket 236. More importantly,because of the movement and configuration of the braces 210 and 230, thepin 240 never actually has to be completely removed from its housing 241to move the transport platform from the stowed position to the liftposition. Rather, an operator simply rotates the four locking pinrelease handles 242 outward, rotates the axles 290 as necessary using acontrol unit, and then rotates the handles 242 back into place, securingthem into the retention members 244.

The entire locking mechanism, and the brace bracket 236 which supportsit, is fixed to and extends from the outer surface of deck beam 264. Alocking mechanism reinforcement plate 245 may be provided for additionalstiffness in some embodiments. As shown, the reinforcement plate 245 andthe deck beam 264 both have a large cutout through which extends thelocking point crossmember 284. The crossmember 284 may be used toprovide additional structure and support for the locking mechanism andassociated brace bracket 236.

Returning to FIG. 21, another feature shown through the removal of thedeck bed 262 is the powering mechanism of the illustrated embodiment,motor assembly 250. As discussed in the background section, prior artcollapsible designs were crudely designed and utilized springs andlevers to manually collapse and raise support members into position. Thepresent invention has been specifically adapted to use more refined, yetpowerful and effective, means of deployment. As shown and explained inassociation with FIG. 5, the transport platform 100 uses HCUs 156 andrams 150 to move the support members 110 back and forth about the axle190. While effective, this requires routing of pressurized hydrauliclines outside the protected undercarriage area. Alternatively, transportplatform 200 harnesses a motor assembly 250 to directly drive the axle290, thus turning the outer braces 210.

Though not shown or explained in detail to avoid repetition, the controlaspects of the motor assembly 250 are much the same as that discussed inassociation with FIG. 5 above. Namely, a control unit is connected to awiring harness leading from the motor assembly 250 through a receptacleor exit point of the frame. The control unit is then connected to apower source, such as a truck or forklift battery. The control unitcomprises a power converter to step up or down the voltage, and thebattery is used to power the motor assembly 250 as directed by thecontrol unit. Thus, the transport platform 200 may be converted betweenits various configurations remotely without an operator standingdirectly next to or on the transport platform.

As shown in FIG. 21, the motor assembly 250 operates to directly rotatethe axle 290, which extends to the outboard braces 110 by passingthrough the deck beams 264 and through the axle spacer assemblies 294used to laterally position the outboard braces 110. The specific motortype and configuration can vary, however it should be geared to provideslow and controlled, yet powerful travel in order to safely andeffectively rotate the axle 290. In the illustrated embodiment, themotor must turn the axle 290 approximately 110 degrees across the fulllength of travel of the rack 254 over the pinion gear 256, and should beable to produce approximately 60,000 in-lbs of torque. To overcomegravity, a higher level of torque is required to raise the components ofthe structural ribbing into position than is necessary to lower themdown.

In the illustrated embodiment of FIG. 21, the rack 254 is in the fullyretracted position, which would indicate that the outboard braces 210are rotated down into the stowed position. As the ram 253 extends fromthe ram housing 251, rack 254 will extend outward to rotate pinion gear256, rotating the axle 290 and raising the outboard braces 210, theinboard braces 230 and the connector beam 220. To lower the members backdown, the ram 253 will reverse direction. The proximity of the fortyfoot crossmember 282 can be utilized to provide a connection point tohelp hold the motor assembly 250 in place relative to the axle 290 asthe motor operates. The motor assembly also may be positioned next toone or the other of the deck beams 264 and affixed thereto foradditional longitudinal stability. Also, as shown in hidden lines inFIG. 21, the motor assembly 250 may be disposed within a motor housing252 which can be fixed between the bottom of the deck bed 262 and theforty foot crossmember 282. The motor housing 252 may provide an accesspanel (not shown) on its underside to allow for service or replacementof the motor assembly 250. In other embodiments, the motor assembly 250may be packaged on the outside of the deck beam to facilitate easierservice and connection to the remote control unit.

FIG. 21A illustrates another motor alternative and configuration. Here,the motor assembly 250 takes the form of a small hydraulic cylinder.Unlike the hydraulic system of FIG. 5, the hydraulics here arecompletely contained within the cylinder. As the motor powers aninternal hydraulic circuit the cylinder expands pressing on the axle cambracket 258 to rotate the axle 290 as shown by the arrow. Based onpackaging and ground clearance constraints, it may be necessary toprovide a cutout in the deck bed 262 to permit full travel of the axlecam bracket 258. Again, the forty foot crossmember 282 is used asleverage for the motor assembly 250 to expand against. It will beunderstood that a number of other varieties of motor types andconfigurations could be used to drive the axle, with the constraintsbeing packaging, weight, and power requirements. Though the illustratedembodiments features a single motor assembly 250 per axle, multiplesmaller motors could be used. Unlike with hydraulics, where independentside operation may require a separate hydraulic circuit, the motorconfiguration used with platform 200 allows for completely independentoperation of the structural ribbings on each side of the platform.

FIG. 24 provides a full length bottom view of the collapsible intermodaltransport platform 200, with the deck bed 262 removed. On the rightside, the structural ribbing is rotated into the stowed position, whileon the left side, it is in the lift position. Note that the connectorbeam 220 is fully occluded on the right hand side, because it isdirectly above the forty foot axle 282, as it must be to locate thelifting fitments 212 at the proper Forty Foot Points. Though themajority of the illustrated components have already been disclosed, thisview serves to demonstrate how the frame is structured, and how it fitsup to a standard trailer chassis. Not counting the axle 290, there arefour crossmembers per side, and only eight across the entire 53-footlength of the frame in the illustrated embodiment. The only crossmembersthat have not been previously illustrated are the fork lift crossmembers286, which are shown in a perspective view from the top (also with thedeck bed 262 removed) in FIG. 25.

The forklift crossmembers 286 are hollow, and shaped to accept the tinesof a standard forklift. Two load distributors 288 are positioned acrossthe forklift crossmembers 286 to form a rigid box that helps distributethe moment loads which can result from lifting a heavily loadedtransport platform. Further structural support is also provided by thefork lift crossmember supports 287, although as shown, these have beentrimmed for additional weight savings. Both the load distributors 288and the fork lift crossmember supports 287 are optional, and may beremoved to save additional weight in some embodiments where lower weightcargo is anticipated. Aside from being fairly distributed across thelength of the platform 200, each crossmember of the platform isstrategically placed for a specific purpose. The end crossmembers 280locate and support the corner fitments 206 for loading on a trailerchassis. The forty foot crossmembers 282 help package and support themotor assembly 250, but also locate and support the stacking blockreceivers 219. The locking point crossmembers 284 locate and support thebrace brackets 236 which fix the structural ribbing into position.Finally, the forklift crossmembers 286 provide rigid forklift points,but also help balance the load across the trailer chassis rails 44 (seeFIG. 15).

While the standard gap between the trailer chassis rails is thirty-nineinches, the deck beams 264 of the illustrated design shown in FIG. 24are approximately sixty-six inches apart. Thus, the deck beams 264 restoutside of the trailer chassis rails 44 when loaded on a standardtrailer chassis 40. In addition, this greater width provides morestrength to the outer portion of the deck bed 262 for securing cargo andhelps prevents the transport platform from bowing when being lifted withfull cargo loads. Though the corner fitments 206 are the principalcontact points, the crossmembers may also provide support as they reston or contact the chassis rails 44 during the vertical jounce andrebound the trailer will experience during transit. Finally, thedistance between the braces 210 and 230 from side to side is evident.This configuration allows for cargo loads out to ninety-six inches inwidth.

Having removed the deck bed 262 from several of the previous views, itis shown in isolation in FIG. 26. In this view, the underside of thedeck bed 262 is exposed, and the arched shape is clearly defined. Thisshape conforms to the arched webbing 267 of the deck beams 264, whichprovides significant additional load capacity, strength and stiffness tothe transport platform, as explained in association with FIG. 6 above.Though not present in all embodiments, and distributed differently inothers, the rub rail 263 is shown in a configuration where the groovesare exposed which can be used to retain sliding wenches 202 (not shown).The view also shows the roller tracks 266 for retaining the inboardbrace wheels 232 as the structural ribbing is rotated back to theextended load position. These tracks may be a component of the deck bed262, or may be affixed to the deck beams 264. Apparent for the firsttime in this view are two deck bed mounting rails 260, which run thelength of the deck bed 262. The mounting rails 260 are used to mount thedeck bed 262 to the deck beams 264, and thus to the remainder of theintermodal frame.

The mounting of the frame to the deck bed 262 is partially illustratedin FIG. 26 a. This procedure must be done properly to prevent galvaniccorrosion from resulting due to the contact of dissimilar metals such asthe aluminum in the deck bed 262 and the steel of the deck beams 264.While not necessary if wood or steel deck beds are substituted, here aspecial adhesive is used to separate the deck bed mounting rail 260 fromits respective deck beam 264. After the adhesive is applied, the webbing267 of the deck beams 264 is bolted to the downstanding surface providedby the deck bed mounting rails 260. The mounting rails, which arealuminum themselves, are in turn welded to the bottom surface of thedeck bed 262. Though the deck beams 264 appear to contact the aluminumunderside of the deck bed 262 directly, they actually affix only to thedeck bed mounting rails 260 in preferred embodiments. Also, the deckbeams 264 are illustrated as being wider than they actually are inrelation to the deck bed 262, which is approximately four inches thickin the illustrated embodiment.

FIG. 27 provides a hypothetical overlay, using side views of thecollapsible intermodal transport platform 200, an overhead crane 70, astandard trailer chassis 40, and a railroad well car 60 to show how theplatform 200 vertically aligns with the devices used to lift, load orhaul it. The dotted lines through the Forty Foot Points “A” show howthese points are aligned with the lifting hooks on a standard overheadcrane 70, as well as the primary crossmembers 62 of a standard railroadwell car 60. The dotted line also shows how the lifting fitments 212 arepositioned directly over the stacking block receivers 219 on theplatform 200. Finally, though no line is provided, it is clearly evidenthow corner fitments 206 of the platform 200 are directly over theadjoining (albeit oversized, as illustrated) corner fitments 42 of the53-foot trailer chassis 40. Were the platform 200 to be placed, instead,into the well 61 of the railroad well car 60, it would fit between thesides of the well, which are shown as greater than fifty-three feetapart.

The present invention addresses shortcoming in prior art attempts todeliver a serviceable, efficient and durable flatbed suitable forintermodal transport operations. The disclosed designs and methods foroperation provide a solution for logistics companies to transport fulllength loads on a lightweight platform that can be lifted and stackedwhen fully loaded or empty. When empty, the platform may be collapsedsubstantially flat so as to allow several platforms to be stacked andtransported on a single chassis or stored in a limited space. Controlledhydraulic or electric power prevents damage to components and enablessmooth, safe conversion between stowed, lift and extended load positionsby a single human operator. Various safety pins and retention featuresare provided to ensure a robust design.

Accordingly, it should now be clear how the intermodal collapsibletransport platforms 100 and 200 can be used to facilitate intermodalload transport in a convenient, efficient manner. Any processdescriptions or blocks in the figures, such as FIGS. 13-14, should beunderstood as representing a logical sequence of steps in a process, andalternate implementations are included within the scope of theembodiments of the present invention in which functions may be executedout of order from that shown or discussed, as would be understood bythose having ordinary skill in the art.

It should be emphasized that the above-described exemplary embodimentsof the present invention, and particularly any “preferred” embodiments,are possible examples of implementations, merely set forth for a clearunderstanding of the principles of the invention. Many other variationsand modifications may be made to the above-described embodiments of theinvention without substantially departing from the spirit and principlesof the invention. All such modifications are intended to be includedherein within the scope of this disclosure and the present invention andprotected by the following claims.

The invention claimed is:
 1. A transport platform comprising: a loadingsurface having two ends and two sides and a centerline equidistantbetween the two ends; a frame disposed beneath the loading surface; twofirst braces on each of the two sides of the loading surface, each firstbrace having a first end attached to the frame at a first distance fromthe centerline of the loading surface, and a second end extending fromand rotatable about the first end; and two second braces on each of thetwo sides of the loading surface, each second brace having a proximalend attached to the second end of one of the first braces, and a distalend extending from the proximal end; and a wheel attached to each secondbrace near the distal end of the second brace; wherein, when thetransport platform is placed in a stowed position, the second end ofeach first brace is proximate to the loading surface and extends towardthe centerline of the loading surface; and wherein, when the transportplatform is placed in a lift position, the second end of each firstbrace extends away from the loading surface.
 2. The transport platformof claim 1, wherein each wheel is configured to support at least aportion of weight of the second brace to which the wheel is attached asthe transport platform is converted from the lift position to the stowedposition.
 3. The transport platform of claim 1, further comprising a rubrail attached to each side of the loading surface.
 4. The transportplatform of claim 3, wherein each rub rail provides shelf on which thewheels can roll.
 5. The transport platform of claim 4, wherein thewheels roll along the shelf as the transport platform is convertedbetween the stowed position and the lift position.
 6. A transportplatform comprising: a loading surface having two ends and two sides anda centerline equidistant between the two ends; a frame disposed beneaththe loading surface; two first braces on each of the two sides of theloading surface, each first brace having a first end attached to theframe, and a second end extending from and rotatable about the firstend; two second braces on each of the two sides of the loading surface,each second brace having a proximal end attached to the second end ofone of the first braces, and a distal end extending from the proximalend; wherein at least one of the second braces comprises a rotatablewheel near its distal end.
 7. The transport platform of claim 6, furthercomprising a rub rail attached to each side of the loading surface. 8.The transport platform of claim 7, wherein the rub rail provides a shelfon which the wheel can roll.
 9. The transport platform of claim 6,wherein the wheel is configured to support at least a component ofweight of the second brace.
 10. The transport platform of claim 6,wherein the wheel is configured to roll along the loading surface toreposition the second brace.
 11. The transport platform of claim 6,wherein the wheel is configured to roll along a length of the frame toreposition the second brace.
 12. The transport platform of claim 6,wherein the wheel is configured to transfer the distal end of the secondbrace closer to or further from the first end of the first brace towhich the second brace is attached.